From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
The testing and modifications of radiator, exhaust, and hydraulic damper systems.
| Identifier | ExFiles\Box 101\1\ scan0276 | |
| Date | 15th April 1936 guessed | |
| ( 4 ) plate bearing due to no oil having reached this bearing, also water and dirt having entered the bearing. The capacity of this hollow shaft is too great and without it is primed during first fitting up, the bijur supply is quite inadequate to do so. It would be advisable to approximately fill these shafts with wood, similar to other shafts of a similar design. After the pilots shoes had been reset, the squeaking was practically nil, eventually dying right out. The front brakes thumped due to no friction on the swinging arm of the servo, the mechanism having been fitted up wrongly. The effectiveness remained consistent, wear normal. [Handwritten note: Seems a sound scheme.] RADIATOR & FITTINGS LOP E.56831 Complete to above LOP incorporating :- Shutters LOP E.56828. Overlap on shutters reduced to .020" by removing metal from leading edge. At the beginning of the test, the efficiency of the Radiator, the operation of the shutters, was criticised. The Shutters were erratic in action, water boiled and serious loss of water took place. By fitting a thermometer in the top tank of the radiator, the temperature difference between the rear of the cylinder head and inlet to radiator disclosed hot spots which was causing the water to boil when the car was driven hard, and was the cause of 75% of the trouble. The spring fitted to the radiator thermostat under these conditions, raised the temperature higher causing more loss of water, but subsequent tests proved that the action of the shutters were steadier with the spring fitted than without. The radiator steam valve seating was not good, causing another reason for loss of water. This was ground in, and later the spring load on the valve increased from 6.3/4 lbs to 8lbs. With the spring removed from the radiator thermostat and the increased load on the steam valve, the loss of water was considerably less. By blocking up the front water ways in the front end of the cylinder head, thereby making the flow of water more positive through the length of the head, the over-heating or hot spots was cured. The temperature was even throughout the head, and the average running temperature was reduced. [Handwritten note: STD WATCH FOR REPORTS UNDER CONTINENTAL CONDITIONS.] With these modifications it was then possible to refit the spring in the radiator thermostat which gives a steadier action of the shutters besides slightly increasing the temperature for town work. With the complement of these investigations it was found that the radiator was efficient for town and high speed work carried out under the English conditions. EXHAUST FITTINGS LOP E.{Mr Elliott - Chief Engineer} 60330 LEC 4780-4782 The exhaust system was free from booms, up to standard production. No failure occurred during the mileage. HYDRAULIC DAMPERS. REAR LOP F.60246. FRONT F.60247. Complete to above LOP - Standard Production The Dampers were free from audible knocks. The control was satisfactory. The unit pressure was maintained. | ||